Coach-platform



(No Model.)

A. & C. E. WNUGK.

COACH PLATFORM.

N0. 340,068. Patented Aplu l3, 1886.

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UNITED STATES PATENT OFFICEO AUGUST \VNUCK AND CHARLES E. \VNUCK, OF CINCINNATI, OHIO.

COACH-PLATFORM.

SPECIFICATION forming part of Letters Patent No, 340,068, dated April 13, 1886.

Application filed December 7, 1895, Serial No. 184,872. (No model.)

To all whom it may concern:

Be it known that we, AUGUsT XVNUoK and CHARLES E. XVNUGK, citizens of the United States, residing at Cincinnati, Ohio, have-in vented new and useful Improvements in Coach- Platform Gear, of which the following is a specification.

Our invention relates to platformgears for coaches, its object being to provide a platform-gear possessing improved qualities of strength andlightness,which shall at the same time be relieved of the bending strains of draft, and constitute a more durable and neater structure.

To this end our improvement consists in the construction of the platform upon which the fifth-wheel brace rests in the form of an open structure of braces arranged diagonally in respect to the lines of draft, with cross-braces, constituting a platform for the fifth-wheel,and in the construction of the fifth-wheel with an outer coveringflange for the upper member, whereby all strain upon the king-bolt pivot is relieved and unsightly exudations of oil are avoided.

Mechanism embodying our invention is illustrated in the accompanying drawings, in which Figure 1 is a plan view of lower member of the platform-gear complete; Fig. 2, a plan view of the upper member of the same complete; Fig. 3, a longitudinal elevation of the structure complete with the fifth-wheel partly sectioned to show the construction.

Referringnow to the drawings,A designates the front axle of the coach; B B,the springs; O O, the horizontal braces constituting the draft or basebar of the platform-gear; D D, lower and upper members of the fifth-wheel; and E, the supporting-brace of the coach-body, and S S the shaft or tongue connections.

In such constructions heretofore the base or draft bar was a single piece, whereas in our improvement we construct it of two pieces, 0 C, separated centrally, as shown, and brought together at the ends to receive the shaft or tongue connections S S, Vhen made of a single piece, the bar is of necessity made heavy to obtain the required strength to resist the strains of draft tending to break it centrally, and this allows but little torsional elasticity and consequently strains the connections. By constructing it in two pieces, as shown, the

braces are brought into such diagonal relation to the lines of draft as to constitute a frame having the resisting power of a truss,in which the forward brace O is a strut and the rear brace G a tie rod, the frame being thus practically rigid in the horizontal plane of draft. This also permits the braces to be made much lighter in weight than a single bar, and is a neater and more desirable construction in appearance.

The frame is completed by the addition of two cross-braces, c 0, preferably arranged parallel to each other in the lines of draft, and the whole strengthened and bound together by the metal ring D, constituting the lower member of the fifth-wheel, which is bolted to each brace independently at the crossings, as shown in Fig. 1.

The platform thus constructed possesses another functional advantage in this, that as the front wheels pass overobstructions or uneven ground the torsional strains thus usually brought to bear upon the platform are readily absorbed by the braces O 0 without injury,and are not carried to the fifth wheel gear, and consequently the connections with the coach-body remain intact. In connection with this construction we form the upper ring, D, of the fifth-wheel with a continuous depending marginal flange passing over the outside edge of the lower ring, D. This construction has the double purpose of covering in the sliding contact surfaces of the fifth-wheel and preventing access of dirt thereto to a great extent; but also secures the pivotal action and relieves any strain upon the central pivot or king-bolt, which in this case is used only to secure the parts together vertically, besides beinga much neater construction and compelling the waste oil to exude at the under surface only of the fifth-wheel. \Ve may also add an interior flange projecting downward from the ring D in like manner around the inner edge of the ring D. The king-bolt isa stud, 1), rising from a cleat, d, bolted centrally between and to the braces O, and passing through a perforation in the center of the supporting-arm E. Said supporting-arm E rests upon the upper member, D, of the fifth-wheel,extending from side to side with its ends curved upward to uphold the body of the coach. It is provided with cross-arms c 0 extending to and connecting with the ring D at the front and rear. The cross-braces e e thus give the supporting-arm E a bearingat four equidistant points on the ring D, thus insuring a rigid and strong bearing of the coach-body on the fifth-wheel, and transmits the draft-strains over a comparatively extended lineal space upon the arm E.

As agenerally resulting benefit of our invention as a Whole, the entire platform-gear is much lightened by reason of the disposition of the material in the horizontal plane of draft, whereby additional resisting strength is secured in such plane, and the structure is also rendered more elastic to accommodate the torsional strains brought upon the platform by the passage of the wheels over obstacles, due to the application of the draft-power above the plane of the wheel centers, Incidentally I to these functional advantages,the structure is neater in appearance and more durable in use.

base-ring D of the fifth-wheel, as constructed, substantially as and for the purpose set forth. In testimony whereof we have hereuntoset our hands in the presence of two subscribing witnesses. v t

AUGUST WNUOK.

CHARLES E. WNUCK. Vitnesses:

(1-D. KERR, L. M. HOSEA. 

